Hydraulic transmission control



l950 A. L. JOHNSON EI'AL 2,529,160 HYDRAULIC TRANSMISSION CONTROLOriginal Filed May 13, 1943 '7 Sheets-Sheet 1 lnventors .Alberi:L.Johnson and S 1merA.Kraf1:

Gttornegs A. L. JOHNSON EI'AL HYDRAULIC TRANSMISSION CONTROL Nqv. 7,1950 7 Sheets-Sheet 2 Original Filed May 13, 1943 attorneys Nov. 7, 1950A. L. JOHNSON -ETAL HYDRAULIC TRANSMISSION CONTROL 7 Sheets-Sheet 3Original Filed May 13, 1943 Nov. 7, 1950 A. L. JOHNSON EIAL 2,529,160

HYDRAULIC TRANSMISSION CONTROL Original Filed May 13, 1943 I 7Sheets-Sheet 4 Fic5.4-

152- 'F1G.5 Alb t L J h lhwentors er o nson \\\;\Z:\\\\\\\\\\ andSelmerAKrafi" Gttomegs Nov. 7, 1950 A. L. JOHNSON ETAL 2,529,160

HYDRAULIC TRANSMISSION CONTROL Original Filed May 13, 1943 7Sheets-Sheet 5 3nventors Alberr L.Johnson and Selm erAKrafl:

Gttornegs A. L JOHNSON ETAL HYDRAULIC TRANSMISSION CONTROL Nov. 7 1950Original Filed May 15, 194:5

7 Sheets-Sheet 6 Snuentors nson Aiberc I... J oh an d S elm erAKrafcattorneys Q 1950 A. JOHNSON ETAL 2,529,160

HYDRAULIC TRANSMISSION CONTROL Original Filed May 15, 1945 '7Sheets-Sheet 7 REVERSE NEUTRAL FIRST 16 SECON THIRD FOURTH FIFTH SIXTH311 SEVENTH 3}? Y L. 304: 2539 292 2 94 291 290 289 ,g L zag (3(Ittomegs Patented Nov. "7, 1950 HYDRAULIC TRANSMISSION CONTROL AlbertL. Johnson, St. Paul, Minn., and Selmer A. Kraft, Milwaukee, Wis.,assignors to Johnson Power-n Transmission Corporation, St. Paul, Minn.,a corporation of Minnesota Original application May 13, 1943, Serial No.486,809. Divided and this application January 19, 1945, Serial No.573,475

13 Claims. (01. 192-12) Our invention relates to an improvement inhydraulic transmission control, wherein it is desired to provide anapparatus capable of controlling the. operation of a transmission or thelike.

The present application is a division of our application Serial No.486,809, filed May 13, 1943, which issued as Patent No. 2,415,885,February 18, 1947. The present application is directed to the clutch andbrake mechanism.

In a co-pending application filed in the name of Albert L. Johnson,Serial No. 384,792, which issued on May 16, 1944, as Patent 2,348,980, aplanetary type transmission was described embodying friction typeclutches to hold various elements of the transmission from relativerotation. While this previously described transmission was entirelysuccessful in its operation, certain advantages were felt to exist in ahydraulic clutch arrangement capable of taking the place of the frictionclutches.

It is the object of the present invention to provide a hydraulic controlfor a transmission or 'the'like capable of holding various elements ofthe transmission from relative rotation. In some instances it is desiredto hold two rotatable elements together to cause rotation of theseelements in unison. In other instances it is desired to hold certainrotative parts stationary. Our hydraulic clutch mechanism is capable ofaccomplishing these results in a simple and effective manner.

A feature of the present invention lies in the provision of a clutchembodying a fixed casing, a rotative 'member rotatably supported in saidcasing, and a second relatively rotatable element independentlyrotatable within the first named rotatable element. Means are providedfor locking the two relatively rotatable members together for operationin unison and means are also provided for locking one of the rotatablemembers in stationary position. This double action of the clutch devicerenders the same capable of accomplishing a multiplicity of difierentresults.

A-feature of the present invention lies in the provision of a clutchdevice comprising a rotatable element within a casing and in providingvane means in the rotatable element engageable with the casing. Therotatable element is held stationary when so desired by projection ofthe vanes into engagement with a cam-shaped pocket in the casing. Whenpreferred, however, the vanes may be retracted into the rotatable memberto rotate therewith without creating un- 2 due friction or backpressure, and without the necessity of circulating oil,

A further feature of the present invention lies in the provision of aninner rotatable member positioned Within an outer rotatable element andin the provision of a cam-shaped outer surface on the inner rotatablemember which is engageable with the vane means on the outer rotatablemember. As a result when the vane means project inwardly from the outerrotatable member they may act to prevent relative rotation between thetwo relatively rotatable elements. However, when the vane means are inoutwardly projecting position the same vane means may act to hold theouter rotatable member stationary in its casing. g

A further feature of the present invention lies in the provision oflocking means capable of holdin the van means in intermediate positionretracted into the outer rotatable element. Thus the two rotatablemembers may rotate relative to each other and relative to the casingWithout undue friction or circulation of hydraulic liquid.

An additional feature of the present invention lies in the provision ofa clutch in the form of a vane pump, in which a rotor supportingslidable vanes is mounted for cooperation with a camshaped surface.-Means' are provided whereby pressure on opposite sides of each vane isequalized during the sliding movementof the vane, or during projectionor retraction of each vane.

These and other objects and novel features of our invention will be moreclearly and fully set forth in the following specification and claims.

In the drawings forming a part of our specification:

' Figure 1 is a side elevational view, partly in section, showing ourtransmission and controlling unit therefor.

Figure 2 is a transverse section taken substantially on the line 2-2 ofFigures land 3. V

Figure 3 is a longitudinal section through onehalf of the transmissionon substantially the line 33 of Figures 1 and 2.

Figure 4 is a vertical section taken substantially on the line 4-4 ofFigure 1.

Figure 5 is a sectional view taken on substantially the line 55 ofFigure 4.

Figure 6 is a section taken substantially on the line 6-6 of Figure 4.

Figure 7 is a sectional view taken substantially on the line 11 ofFigure 4.

Figure 8 is a sectional view taken on the liner8 of Figure 4.

Figure 9 is a sectional view, the position of the section being shown bythe line 99 of Figure 4.

Figure 10 is a diagrammatic view showing a valve cylinder indiagrammatic form.

Figure 11 is a sectional view through the trans mission, the position ofthe section being indicated by the linev I ll I of Figure 3.

Figure 12 is a sectional viewthrough a clutch unit, the position of thesection being indicated by the line 12-4 2 of Figure 3.

Figure 13 is a diagrammatic view of the control valve. V

The transmission is best illustrated in Figures 1 and 3 of the drawings,Figure 1 illustrating the outer appearance thereof, while Figure 3 is atransverse section through slightly more than one-half of the same. Thetransmission gears are enclosed by an inner gear housing positionedwithin a tapered housing or enclosure, Hi having an attachment flange IIthereon, by means of which the housing may besecured to the drive unitwhich may comprise a-ninternal "combustion engine .or the like. Asviewed from the top, as in Figure 3, the cone-shaped portion 'HII 'ofthe casing bulges outwardly to some extent because of "theroperatingvalves which are positioned on opposed sides of the transmissionhousing. The flange H is secured to the power unit by any suitablemeans'suchas cap'screws I2.

"The following description. involves an epicyclic gear transmissionsystem, a clut'ch. system 'for controlling the rotation of variouselements thereof, V "and a f'control system for hydraulicallycontrollingtheclu tchsystem. For the purpose of'clarity, these'systemswill be;described in succession. I

The trcm'smission 1 system With reference now to Figure 3 of thedrawings, the engine drive shaft, not illustrated in the drawings, ispreferably. equipped with an end flange .9, or similar attachment (seeFigure 1), to :w hich-the'hub' flange I3 of the gear housing I4 isattached. Thus, upon rotation of the engine crank shaft, the gearhousing [4 is rotated through the; hub l3. The driven shaft I5 ispreferably coaxialwi-th the drive shaft connected to the hub l3 andcoaxial with the gear housing 14. S leeVesJGQH and i9 encircle thedriven shaft (5, extending various lengths longitudinally of thesam e-as will be later more fully described-in detail. The sleeve l6 freelyencircles the shaft t5 and may rotate with respect thereto. The sleeve1-? encloses. a portion of the sleeve l6, Whilethe sleeve 19 encloses aportion of the sleevel'l. v

"The gear housing I4 is formed of two portions, one of which includes adisk member 20 extending radially outwardly-from the hub i 3 and havingahollow cylindrical flange 2 projecting laterally therefrom near theouter extremity thereof A ring gear ZZis secured to the outer peripheryof" the disk 2 0 so that the housing 14 may be-rotated by a startingmotor, when desired, for starting the engine. A second portion of thehousing 14 includes a hub 23 supported, by a bearing on the end wall ofthe housing [8 which will be later described-and supports a bearing 24encircling the sleeve 19 A disk extends outwardly from this hub 23 forsupporting a cylindrical shell 2% of smaller diameter than thecylindrical hange- 2 l. A ring-shaped flange 2? is provide d on'theextremity of the cylindrical shell 25 and this flange 21 is secured tothe cylindrical flange 2i by cap screws 29 or other suitable means. Thusa gear housing is provided, one end of which is secured to the driveshaft for rotation therewith, and the other end of which is supported bythe stationary housing Ill. The disks 20 and 25 form the ends of thehousing I l, while the cormegbtedcylindrical; shells 2| and 26 form agear enclosure." a

A sun gear 30 is provided on the driven shaft i5, being splined theretoat 3i and being concentricwith the drive shaft. The sun gear 30 iscontinuously meshed with the gear teeth 32 of the double pinion 33. Inactual construction a plurality of such double pinions are supported inangularly spaced relation about the sun gear 30, as better illustratedin the above mentioned copending application. For the purpose ofillustration, however, it is necessary to show but one of thesedouble'pinions in order to understand the operation of the presentdevice. The double pinion '33 forms the planet gear means of oneepicyclic gear system. I

Thedouble pinion 33 is supported-by 'abearing 3'4 encircling a stubshaft '35. The stub shaft 35 is supported at one end by a'disk-shapedsupport "36, whichin turn is supportedby abea'ring 31 encircling aportion of. the hub l3 of the gear casing M. A bearing3'9 i providedbetween the disk-shaped support 36 and the sun gear:30 mounted on thedriven shaft l 5. Thus the support 33 is freely rotatable both withrespect to the drive shaft and withrespect to the driven shaft. Thediskshaped'supportBfiisperipherall-y keyed to a rotor "4'0 forming therotative" element of a clutch R. Theconstr-uction of"thisclutch will bemore fully described.

The teeth dl of the double'pinion 33- are meshed with a sun gearrotatable with the sleeve [6. The sleeve i6 :is supported rotatably uponthe-*shaft l5 anda bear-i-ng' 43 therebe'tween preventsexcessivewfriction and 'wear'between the shaft !5 and the sleeve I E andbetween the :sun gears 30 and 42, caused by 'end thrust 'of'the sleeveI6 due to. helical'construction of the su'n gears. Theteeth 4:!oftheidoublepinion 33 also engagean internalring gear44wupon a rotatablesleeve 45. The sleeve is supported by 'aycentral disk 46 mounted uponabearing ll'l'en-gaging a cylindrical flan'ge43 on a, disk 50. The disk5i] extends parallel to the,;dis k 36- and; in spaced relation thereto,and forms a bearing forone of greater diameter than the sun ,gear 42,.and

the pinion formed by the teeth 32 being of; smaller diameterthan' thepinion-formed by teeth M. The disks 36 and 5E) supporting-the stub shaft35 form a planetary gear carrier for the planet gears 33 connecting thesun gears 30 and to the ring gear 44 Thering gear, the sun ears 36:and-A25, and'the planetary gears 33 are-supported for relative .rotationand likewise theplanet ,gear carrier comprising disks 36 and 50 mayrevolve independently of these gears.

The disk 50 assists in supporting the sleeve by means of a bearing 5| sothat the planet gear carrieriand the sleeve may rotate freely abouttheir respective axes. The disk 46, supporting the sleeve 45 bearing thering gear 44, could likewise be supported by some other element, butforv the sake of convenience the bearing 49 is provided separating thisdisk 46 from a cylindrical flange 49 on the disk 50.

A second epicyclic gear system i likewise prov-ided-within the gearcasing I4. This second gear system is connected to the first systemthrough the ring gears of the respective systems, the sleeve 45 beingprovided with a secondinternal ring-gear 52 at the extremity thereofopposite the internal ring gear 44. The two ring gears 44 and .52 are ofdifferent diameters, the

gear 52 being shown larger in diameter than the gear 44.

' A sun gear 53 is mounted upon the end of thei-sleeve .,I I and isrotatably supported by a bearing 54 interposed'between the sleeve I1 andthe hub of the planet gear carrier disk 55. This planet gear carrierdisk 55 in turn supports a bearing 56 between the disk 55 and the hub ofthe gear carrier disk 56. The bearing 54 absorbs end thrust of sleeve IIdue to helical formation of the teeth of the sun gear 53.

A second sun gear 5! is mounted upon the sleeve I9. A thrust bearing 59is interposed between the end of the sleeve I9 and the sun gear 53 tohold these elements in proper relation and to absorb end thrust due tohelical formation of the gears. A stub shaft 60 is secured between theplanet gear carrier disk 55 and the housing disk 25, the disk 55 andhousing disk being secured together by means, not illustrated in thedrawings, so as to rotate in unison. In other words, the gear carrierdisk 55 is in parallel spaced relation to the disk 25 forming the endclosure ofthe housing I4 and these elements are bolted together atpoints angularly spaced from the angularly spaced shafts 60 so as torotate as a unit. The sole purpose of the disk 55 is to form a secondsupport for the stub shaft 60, or for the angularly spaced stub shafts60, so as to strengthen the construction thereof. A double pinion 6| ismounted upon the bearing 62 encircling the stub shaft 60. The doublepinion 6| includes pinion teeth 63 designed to engage the sun gear 53and the pinion teeth 64 designed to engage the sun gear 5! on the sleeveI9. The teeth 63 and 64 form pinions of different diameters so as toprovide additional speed ratios between the drive shaft and the drivenshaft.

The teeth 64 of the double pinion 6| also enconnected to the driveshaft. The sleeves I1 and I9, as well as the ring gear sleeve 45, areall relatively rotatable. By hodling various of these sleeves stationaryand by holding various combinations of the sleeves from relativemovement, varying speeds will be transmitted from the drive shaft to thedriven shaft I5.

The clutch R willbe described in connection with the transmission, as itis embodied directly within the transmission housing I4. This clutch Bmay be constructed as best indicated in Figure 11 of the drawings. Theinternal surface of the flange 2| of the gear casing I4 is provided withoppositely disposed arcuate surfaces, and with 69.: The vanes 69arelurged outwardly into thepockets .65. by means of spring I6 mountedat the base of the vanes. A passage II'is connect ed throughxthe'housingdisk 26 fromJeach end of each pocket 65 to a ring-shaped valvechamber I2 within: the hub. I3. The valve chamber I2 containsaring-shaped axially slidable valve I3 which is urgedQin a position toclose the passages II by means of a spring 14. By application ofpressure through a pressur port I5, the valve 13 may be moved slidablyto the left as viewed in Figure 3 of the drawings, opening thepassagesII and inter-connecting these various passages. When the passages ,IIare inter-connected the rotor 46 may rotate with respect to the housingI4, thereby permitting relative movement between the planet gear carrier36, 56 with respect to the casing I4, and accordingly with respect tothe drive shaft. When the valve I3 is closed, however, the rotor 40 andaccordingly the gear carrier 36, 50 is locked with respect to the casingI4.

Upon the application of suflicient pressure, which is'transmitted pastthe valve I3- through the passages II to the pockets 65, the vanes 69will be held inwardly by pressure, thu permitting free rotation of therotor. 46 with respect to the casing or housing I4 with the radiallyslidable vanes 69 retracted.

The operation of the transmission may be de-- scribed as follows. When areverse speed is to be transmitted to the driven shaft I5 while thedrive shaft rotates in a forward direction, the valve I3 is closed sothat the rotor 46 is locked with respect to the drive shaft.Simultaneously, a locking means, which will be later described, is setinto operation, which will halt rotation of the sleeve II, therebystopping rotation of the With the sun gear 53 held stationsun gear 53.ary, rotation of the drive shaft cause rotation of both of the gearcarriers 36, 50 and 25, 55 in unison as the gear carrier 36, 56 islocked to the rotor 46. Power is then transmitted through the doublepinion unit 6| to the ring gear 52 which operates in unison with thering gear 44. Thus the rotation of the ring gear 44 is controlled byholding the sun gear 53 stationary, and as the gear carriers supportingthe double pinions 33 and BI rotate in unison with the drive shaft, areverse rotation is transmitted from the gear 32 to the sun gear 30 onthe driven shaft I5.

In further explanation, as the sun gear 53 is held fixed and as the gearcarriers rotate at the same speed, the double pinion unit 6| revolvesabout the sun gear 53, which causes the ring gears 52 and 44 to rotatein set relation thereto. The sun gear 36 on the driven shaft I5 isrevolved in a reverse direction faster than it is carried for ward bythe transmission, acting to rotate the a earco- 4.411s unison with thecasing 114. Therefore, as

inthe -caselofreversespeed, both planet gear carriers, are rotated. inunison with. the drive shaft.

:As'there is no restriction on the movement of any of-the sun gearsinothis position the double pinions 33 and 6| merely idle about theirrespective sun gears, exertingcno .power upon the driven shaft [5. Asaresult. no driving power is transmittedto thew drivenshaft I5, andtherefore the transmissionis in neutral.

When it is desired to movethe driven shaft I forwardly at a low. rate ofspeed, the clutch R remains engaged'to lock the rotor 40.to the casing:l'4,'and in addition the sleeve I 9.is held from rotation, therebyholding the sun gear 51 station.- ary. The double pinion. Bil .:is.then.causedto rotateabout the sun gear 51. By means of the double ring gear52, 44 movement is transmitted to; the. double pinion unit. 33 whichoausesrotationof the sun gear 36 on the driven shaft l5.

The relative rotation of;the gear units 6 and 33 provides a forward.rotation of thedriven shaft of 5. 177 tol with, respect. to the drivingshaft in the particular transmission illustrated.

When-an increased speed :of the driven shaft is. required, the sleeve I9is released, and the sleeVeJfi is heldfrom rotation. Thev clutchRremains, locked so thatboth planet gear carriers rotate in unison. Thisaction stops rotation of the. sun gear 42, causingthe. double pinionunit 33 to. rotate about the sun gear 42, and causing the .gear. 32.0fthisunit to rotate the sun gear 30 on: the driven shaft 15 at a speedratio of 3.95 to 1-inthetransmission illustrated with respect-tothedrive shaft. 1

When the next higher speed of the driven shaft is:-desired, theclutohRis released, while the sungear 42; remains stationary. At thesame time means areeprovided to lock the sungear- 53 fromrotation. Thislocking of the sun gears '42.

and 153, from rotation results in a rotation of the ring igear 4.4,..52and. of the double gear unit 33' which will drive the driven shaft 15 ata speed ratio of2;l7fto, 1 with respect to. the driveshaft in the;particular transmission illustrated When the next higher speed of thedriven shaft is'desirecl, the sun gears 53 and remain clutchedtogetherfor. rotation in unison and at the same time the sun gear 51 isbraked'and thus:held stationary. In this position the sun gears. and 53are not held stationary, but are merely clutched against relativerotation while the. sun. gear 5.1 is locked in stationary position.

The gear-unitfil iS'.'f0IC6d to. revolve about the sun .gear5'l and. toprovide a definiterate of rotation of the ring gear unit, 52 and of thesun gears-r42 and '53. This action produces a rate of rotation of thedriven gear 30 on the drivenshaft' ing the sun gears 30and 42=fromrelative rotation, and as both of these gears are engaged by the doublepinion unit '33, all of the gears are locked from. relative rotation andthe entire transmission rotates in unison.

When an .over-drive speed of the driven shaft 55. is-desired the sungear 42 remains clutched 8 to the driven shaft and simultaneously thesungear 5:1; is held from rotation. The double pinion unit 61' is then.forced to rotate about the fixed sun gear 5 1, rotating the ring gearunit 44, 52 to ro'tateuthe double pinion unit 33. As the sun gears3fi=and 4-2 are clutchedtogether-against relative rotation the planet gearunit 33 cannot rotate, therefore preventing relative rotation ofthe-ring. gear 44 with respect to the planetgear unit '33. Thus oneepicyclio gear system is'locked.

from rotation and as the sun gear of the other epicyclic gear systenr'isheld fixed, the drive shaft le5'must rotate with the ring gear 44,.52 ata. higher rate of speed than the drive shaft. The .dr-i-ven shaftis'thusrotated at the ratio of 1 to 1.38 with'respect to the drive shaft inthe. transmissionillustrated.

When a higher rate of over-drive is required the sun .gear 4.2 remainslocked fromrotation with respect tothe driven shaft [5, thus holding thecorresponding epicyclic gear train locked from relative rotation andcausing the driven shaft to remain. locked to the ring gear unit 44, 52.However, in this speed ratio the sun gear 5"! is released and the sungear 53 is held from rotation, thus causing the double gear unit 6| torotate around the larger sun gear 53 andthereby transmitting increasedspeed of rotation to the ringgear unit 44, 52; In the transmissionillustrated the speed ratio is 1 to 1.55 with respect to the drive shaftwhen thus controlled.

The clutch and brake system B is provided for lockingsleeve l6stationary.

A clutch C 'isip rovid'ed .for locking sleeve l6 'to' thedriven shaft[5. A brake D is provided for locking sleeve 1'6 stationary. A clutch Eis provided for holding sleeves l6 and I! looked together; These fivedevices are divided into three units; brake A forming one unit, brake Band "clutchC -forming a second unit, and brake D and clutcl-iE forming athird unit. The operation of thelast two .of these units, and theconstruction thereof is virtuallyidentical.

Attached to the end of the frustro-conical housin I0 opposite the endbearing the flange II, we providea substantially cylindrical casingsection 'l6I A' similar section Ti adjoins the section i=6 anda thirdsection 19 adjoins the casing section TI. The sectionlfi is designed toenclose the brake A. The section Tl is designed to a'ccommodate adouble-acting clutch and brake, comprising brake D and clutch E. Thecasing section 19 is designed 'to' accommodate a second double actingclutch and brake, comprising brake Band clutch C respectively. An endplate closes the section 19 so as to form a complete" housing.

The brake A is best illustr-ated in Figures 3 and V 12 ofthe-draw'in'gs.The rotor hub 8| is splined to the sleeve -l-9 to rotate therewith. Aring-like web 82 extends outwardly from the hub 81 to support asubstantially rotor 83 is slotted at angularly spaced points 84 toaccommodate vanes 85 which are radially slidable in the slots 84.

The casing section 19 is bored internally to fit closely adjacent theouter periphery of the rotor 83 throughout somewhat less than one-halfthe circumference thereof. A pair of opposed pockets 8'! are provided,however, on opposite sides of the rotor into which the vanes 85 mayextend. The pockets 81 are provided .with elongated cylindrical segments89 connected to the smaller diameter portions of the internal bore byinclined cam portions 98, which guide the vanes inwardly into the rotoror outwardly therefrom.

The brake A is designed for the expresspurpose of holding the rotor 83from rotation with respect to the casing section I6. When hydraulicfluid is trapped in the pockets 87, and when the vanes 85 project intothese pockets, the rotor 83 is. held from rotation. However, when theoil is allowed to escape from or to flow out of the pockets 81, or whenthe vanes 85 are .held retracted into the rotor, rotation of the rotor83 with respect to'the casing section 16 is possible.

In order to hold the vanes 85 retracted to permit free rotation of therotor 83 within the casing section I6, we provide a plunger 9I having apoint 92 thereon designed to engage in a recess 93 in each of the vanes85. The plunger 9I is urged against its corresponding vane 85 by aspring 94 which is adju'st'ably held in place by a plug 95. Thus as eachvane 85 engages the incined end 90 of a pocket 81, and is retracted intothe rotor 83, it will be engaged by the point 92 of the plunger 9I,unless means are provided for holding the plungers retracted. In otherwords, in the absence of any means for holding the plungers 9Iretracted, each plunger will engage its corresponding vane as soon asthe vane is retracted by rotation of the rotor with respect to thecasing section I6, and will lock the vane in retracted position.

In order to hold the plungers 9I from engagement with the vanes weprovide a hydraulic pressure passage 96 through the end wallv 91 of thecasing section I6, which communicates through a ring-shaped groove 98with a transverse passage 99 through each vane 85 to the aperture 93 inthe vane. When pressure is exerted through the passages 98 and 99 in amanner which will be later described in detail, this pressure willretract the plunger 92, thereby acting to withdraw the point 92 of theplunger from the aperture 93. The vanes are then free to move outwardlyin the slots 84, being moved outwardly by centrifugal force and bysprings I80 between the vanes and the rotor 83.

A hydraulic cushion to reduce shock of engagement is provided by thehollow interior of the rotor 83. This chamber within the rotor is al-Ways partially filled with air; and sleeved passages 98 communicatetherewithin such a manner that fluid forwardly of the vanes 85 may becompressed into the air chambers.

In order to segregate the brake mechanism from the transmissionmechanism and to form a support for the transmission elements, theconical portion I9 of the housing is provided with an end wall It! whichterminates in a hub I02 in spaced relation to the hub 23 of thetransmission casing I4. A bearing I 93' separates the hubs 23 and I92and permits relative rotation circular rotor 83. The

v 10 between the transmission housing I4 and the outer housing I0.

The end wall 97 of the casing section I6 supports a ball bearing I94which separates the'inner extremity of the wall 91 from the hub I05 ofthe rotor I09 of the combined clutch and brake mechanism -E'D within thecasing'section TI. The hub I05 is spline connected at ml to the sleevell and the sun gear 53 mounted thereupon.

The manner in which the housing section 1! is constructed is bestillustrated in Figures 2 and 3 of the drawings. A cam I09 is providedwith a hub IE5, spline connected at III to the sleeve I6 bearing the sungear 42. This cam I09is sup- 'ported between the sides H2 and H3 of'therotor I99 to be spline connected to the sleeve II. The rotor I05includes a series of slots II 4*for slidab'ly supporting double actingvanes I I5. The vanes II 5 'when moved inwardly may engage against thecam surface H6 of'th innericam member I99, forming. clutch E. On theother hand, when these vanes H5 are projecting outwardly from the rotorI99 they may engage .against the cam-shaped surface II'I of the casonesurface thereof leading toward the outer extremity of the vane. A secondslot I20 is provided in the opposite side thereof. A plunger I2I ismounted adjacent each side ofeach vane I I5 in the rotor I96 andpositioned with its axis substantially normal to the plane surface ofthe adjacent vane II 5. Each plunger IZI is provided with a tip end orpoint I22 designed to engage in the corresponding slot H9 or I20 so asto hold these vanes from inward or outward movement, depending uponwhich slot is engaged. Spring means I23 .are provided for urging eachplunger I 2I into its cooperable slot H9 or I 20. An adjustable plug I24is provided for adjusting the tension of each spring I23.

When the points I22 of both plungers I2I on opposite-sides of a vane areengaged in their Either plunger I2I may be retracted by oil pres-;

sure entering through a passage H8. When the plunger I 2i is retractedfrom the groove, H9. the vane is held from outward movement, but it maymove inwardly into the position illustrated to the left of center inFigure 2 of the drawings. When the plunger IZI is retracted from thegroove 529, the vane is held from inward movement, but it may slideoutwardly into the position shown at the top of Figure 2. V

When the'vanes H5 are in their outwardly projecting position illustratednear the top of Figure 2 of the drawings, these vanes may extend intothe opposed pockets l25 formed in the casing section TI. Each pocket I25includes an arcuated section I 26 concentric'with the rotor I89 andterminates in a cam incline 521" at each end thereof so as to guide thevanes H5 inwardly or outwardly. Thus when the plungers I2I in the slotsI20 are retracted so that the vanes can move into engagement. with thecam surface H1 of the casing section H the vanes gradually moveoutwardly along the cam incline I 2? until they reach the arcuatedsection I35 QIlC l riG With the driven shaft and remain on this arcuatedsection for a considerable period of time. Figure 2 shows two vanes I I5at .the top and bottom of rotor I05 engaged in the pockets I25. The vaneH5 at the left of center the vanes I I5'when the vanes are on the caminclines I2Iof the cam surface II'I. A pocket or recess I29. extending aportion. of the width'of the vanesI I 5 communicates with the caminclines I21 and with the control valve therefor, so that as soon as thevanes I I5 come in communication with the cam inclines the pressure mayequalize on opposite sides of the vanes. We have found that the vanes II5 then have a tendency to snap inwardly, due to pressure on theextremity.

The vanes H5 are therefore not in operation unless they are inengagement with the arouated surface I28 of the pockets. When thusengaged. the hydraulic fluid can not by-pass the vanes and" pressure maybe built up in advance of the vanes so as to lock the rotor I06 withrespect to its casing 11. The vanes II5 are angularly spaced so that twoopposed vanes are always in position to engage the arcuated surface I26of the opposed pockets I 25. H5 engages the cam incline I2"! aftertravers- "ing the entire length of the arcuate surfaces I26, the nextadjacent vane is just leaving. the cam incline I2"! at the other end ofthe pocket I and therefore is coming into operation. This is extremelyimportant as there is no great pressure on any one, side of the vanes H5during their sliding movement because the pressure is equalized on bothsides of the vanes during'thei'r sliding movement. I

The pocket or passage I'29'is in the form of a passageway leading fromeach end of each pocket I25 to its respective control valve which willbe later described. Intermediate the pockets or passages I29,we providean arcuated closed segment I30 between the cam portions I27 of the camsurfaces III of the casing section I? which "is longitudinally slottedexcept at its mid-point.

When the outer ends of the vanes I I5 are in engagement with thearcuated segment I30, these vanes are fully retracted into the rotorI05.

. In order to cushion the action of the vanes H5 in holding the rotorI06 from relative rotation with respect to the casing section 'I! therotor I00v is hollow and is divided into two axially spaced chambersseparated by a central partition wall.. Openings I 3| through the outerwall of the rotor I06 lead to the interior thereof and the rotor may bepartially filled with hydraulic fluid because of the fact that theopenings I3I into one of the chambers I32 are provided with inwardlyextending sleeves I33. However, the entire chamber I32 can not fill withoil, but contains a certain amount of air which may act as a cushion tothe action of the vanes. In other words, when the vanes H5 are in theposition shown. in Figure '2, the hydraulic fluid trapped in ;the ocketsI25, forwardly of the vanes H5 may be partially forced into the interiorof the rotor, compressing the air therein and decr a5- When one of thevanes 12 ing shock by permitting the rotor to stop-gradually, I

For each vane H5 is provided a passage I20 through the casing connectingthe slot I20 therethrough with the inner endv of the vane. Hydraulicfluid under pressure may pass through the passages I28 and through thetransverse passages II8, holding the plungers I2I retracted. Hydraulicpressure acting upon the outer ends of the vanes I I5 may force the sameinwardly.

The vanes I I5 may also co-act with the cam surface IIB of the cam I00As has beenpreviously explained the cam I09 is provided with a hub 'I I0which is spline connected to the sleeve I6 encircling the shaft I5.Thecam surface .6 is provided with opposed "ar'cuate sections I34, butthe arcuate portions. I34 terminate at the points I35 where the surf-aceblends into inclined ca m portions I36; .Eachpair of opposed inclinedcam portions I36terminate in a large diameter portion or cam point I31of adiameter to fit closely within the inner surface I39 of the rotorI06. In other words, the points I31 ofthe internal cam I03 closelycontact the inner surface of the rotor I 06, while opposite halves ofthe cam surface IIB are formed by'the arcuated portions I34. Thus if thevanes II 5 are'urged inwardly against the cam surface I'IIS, they willmove inwardly the greatest amount throughout contact with the arcuatedportions I34 of the surface. The vanes II5 will then be urged outwardlyby the inclined cam portions I36 until they are fully retracted into therotor I05. The vanes will then travel down the next inclined cam portionI36 until they engage the next adjacent arcuated surface I34. The vanesII'5 thus reciprocate twice duringeach rotation of the internal cam I09.The vane I I5 to the left of center in Figure 2 is shown in inwardlyprojected position. While this position in Figure 2 is inconsistent withthe portions of the other vanes, it is shown for the purpose ofillustration. V

As best illustrated i'n Figure 3 of the drawings,

, a ring-shaped slot or recess I40 is formed in the cam rotor I 09 toreceive a ring-shaped axially slidable valve MI. The valve |4l isnormally urged in one direction by a spring I42. Passages-I43 leadthrough the wall ofthe cam adjacent each inclined portion I30 thereof sothat while the vanes I I5 are in engagement with these inclined portionsI33, hydraulic fluid may bypass the blades. Furthermore, while the valvemember I4I is in the position illustrated in Figure 3 of the drawings,the hydraulic fluid can freely flow through the grooves I40 from oneopening or passageway I43 to the next. The wall ofthe cam I09 is solidadjacent the arcuated surfaces I34 andalso at the opposite points I31 ofthe cam, the openings I43 being positioned between the extreme points ofthe cam and the arcuated surfaces I34 thereof. 7

When the vanes H5 are inwardly projecting against the cam surface H6 thehydraulic fluid pumped by the vanes can freely flow from one passage I43to the ne'xtadjacent passage when the valve MI is open. However, whenthe valve MI is moved to the right from the position illustrated inFigure 3 so as to close the passage between the passages I43, the fluidwithin the pockets I44 formed between the rotor I06 and the internal camI09 on opposite sides of the points I 37 of the cam, will be trappedtherein and a relative rotation between the rotor I06 and the cam me cannot take place. Therefore when 13.. thus engaged these two elements mustrotate in unison.

In order to cushion theshock of engagement between the rotor I06 and thecam I09, we provide openings I45 through the inner wall of the rotor I06leading into chambers I46, occupying one-half of the hollow volume ofthe rotor and spaced axially from the chamber I32 into which theopenings I3I extend. These openings I45 are each provided with anoutwardly extending sleeve I41 which prevents the'entire chamber fromfilling up with hydraulic liquid and therefore provides an air cushionwhich may compress to'some extent under pressure so as to cushion theshock of engagement between the elements I06 and I09.

The brake B and clutch C, illustrated in Figure 3, are virtuallyidentical with the brake D and clutch E which have been described, withthe exception of the hub structure. The internal cam I49 of the clutch Cis identical to the internal cam I09 with the exception that the hub I50thereof is of somewhat smaller diameter than the hub II and is splineconnected at I directly to the driven shaft I5. A rotor I52,substantially identical to the rotor I05, is provided with a hub I53,spline connected at I54 to the sleeve I6. Externally of the hub I53 isprovided a bearing I55 to separate the hub I53 from the end wall I56 ofthe casing section I1. casing end wall I56 extends between the sideplate II2 of the rotor I96 and the side plate I51 of the rotor I52. Theside wall'I5'I of the rotor I52 extends along one end of the cam I49.The other side plate I59 of the rotor I52 extends along the oppositeside of the cam I49, thus enclosing the cam I49 between the rotor platesI51 and I59. The side plate I59 is supported by a bearing I60 encirclingthe driven shaft I5.

A ring-shaped slot I6I is provided in the cam I49 to accommodate theslidable valve I62 which is normally urged into open position by aspring I63. When urged in the opposite direction to compress the springI63, the valve I62 is in position to close the opening I64, which areidentical with the openings I43 and accomplish the same purpose. v

The vanes I65 mounted in the rotor I52 are identical with the vanes H5in the rotor I06, and the casing section 19 is provided with an internalcam surface I66, identical with the internal cam surface of the casingsection 11, illustrated in Figure 2 of the drawings. Passages I61,identical with the pockets or passages I 29, relieve pressure on thevanes I65 when the vanes are engaging a portion Of the cam surface I66,which would tend to move the vanes longitudinally or permit suchlongitudinal movement.

In other words, a sectional view of the brake B and clutch C containedwithin the casing section 19 would be identical with the section shownin Figure 2, except for the fact that'the cam I49 is keyed to the shaftI5, rather than to the sleeve I 6. The method of operation andconstruction of the brake B and clutch C is otherwise identical withthat of brake D and clutch E.

The driven shaft I5 may operate any suitable device, but it mostfrequently is connected to a universal joint, such as I69. In suchinstance, the end of the driven shaft I5 may be tapered, a at I forconnection with a portion I1'I of the universal joint, and bearing meansI12 may be provided between the hub I13 on the end of the closure plate80 and the casing section 19 for this universal joint portion I 1 I.

This

The control system.

The clutch and brake construction used in the halting of relativemovement between the various sleeves controlling the sun gears of ourtransmission have been described. In order to control the transmissionautomatically, a control means is provided which will selectively engagethe various clutch and brake elements and which will therefore permitsuccessive relative speeds between the drive shaft and the driven shaftto be built up. This control means, for controlling the clutches andbrakes which have been described, will now be described in detail.Similar control units are provided on opposite sides of .the housing I0but in the interests of simplicity, but one control is illustrated indetail.

The hub 23 of the transmission housing I4 is provided with worm gearteeth I14 which operate a gear I15 on a shaft I16 extending transverselythrough the transmission housin I 0. ,On each end of the shaft I16, weprovide a pump I11 enclosed within an added casing portion I19 of thehousing I0. As best illustrated in Figure 5 of the drawings, the pumpI11 is provided with an inlet passage I80, which extends into theinterior of the transmission casing I0 to obtain oil from this casinginterior. The pump I11 pumps the oil thus collected through an outletpassage IBI into a pressure chamber I82 which may be of any desiredshape, but which, in the construction illustrated, encircles a portionof the transmission casing II) as best illustrated in Figure 4 of thedrawings. As the upper portion of the pressure chamber I82 is preferablyfilled with air, an oil pressure is thus built up in the chamber fo thepurpose which will be hereinafter more clearly set forth.

When sufiicient pressure is built up Within the pressure chamber I82 thevalve I83 opens automatically to allow oil to escape. The valve I83 issupported in an outlet port I84 and is urged by a spring I85 in positionto close the port I84.

Obviously the valve I83 will open under pressure.

to permit oil to flow into the chamber I86. The amount of pressure whichmust be built up before the valve I83 will open may be regulated by thepressure adjustment nut I81, which adjusts the tension of the springI85. The valve I83 is inserted through a threaded port I99, normallyclosed by a cap I99 bearing the adjustment nut A butterfly valve I9Ipermits a metered amount of liquid to by-pass into the reservoir I92formed within the transmission casing I0. Thus at idling speeds thepressure built up by the pumps I 11 may be permitted to escape past thevalve I9I. An. arm I93 is connected to the shaft of the butterfiy val'veI9I so that the setting of this valve may be adjusted and a connectionto this arm I 93 may be made to any convenient location 50 as to controlthe engagement timing of the control. Naturally the more oil which isallowed to escape past the butterfly valve I9I, the longer will be thetime required to build up an adequate volume of liquid to operate thecontrol.

The volume flow chamber I86 is connected by a passage I94 to aring-shaped chamber I95 encircling the hollow shaft I96 of a rotor I91.Openings I99 through the hollow shaft I96 provide. constantcommunication between the interior passage 200 of the shaft 95 and thepas- Sage I95 so that the volume fiow chamber I86 ma always be incommunication with the interior of the rotor I91. The rotor I91 isconacaai co structed as bestillustrated in Figures 4 and 9 of thedrawingsthe hollow passage200 of the shaft I90- communicating with a,radially extending passage 201 in the rotor, extending to the outerperiphery thereof. The rotor I91 includes ahollow cylindrical shell 202having openings 203 and 204 therethroughonopposite sidesof the passage 20I. Thus it is obvious that oil fromthe volume flow chamber I86. mayflow through the interior shaft passage 200 and the passage 20! and intothe hollow cylindrical casing shell 295 forming a part of thetransmission housing I0, as best illustrated in Figure l.

A sleeve 206 encirclesthe shell 202 and is provided with a. radiallyextending partition wall 201 whichis secured to the casing shell 205- at209 by any. suitable means, such as by extending: the wall 201 into agroove in the Shell 205; Apertures. 2I0 and 2 are provided in the sleeve206 onopposite sides of the partition wall 201. A projection 2 I2 isprovided on the lower endof the partition wall 201, which extends-in thepath of the sides of the passage 20I and which therefore limits rotationof the rotor I91. In other words,

the passage ZIlI may be positioned as shown, in

communication with the area on both sides of the partition wall 201.However, by rotating the rotor I91 a few degrees in either direction,the passage 20I may communicate solely with the space to one: side orthe other of the partition wall 281, thus delivering oil eitherexclusively through the aperture 2l0 or exclusively through the aperture2! I-. a

The shell 2-02 of the rotor I91 is connected to the shaft I86=by meansof spaced spider arms 213.

by any suitable means, such as the pin 22I. The shaft 220 is merelyprovided to synchronize the operation of the hubs 2Ifi on both sides ofthe transmission.

The closure plate 22I secured in any suitable manner to the shellportion 205 of the housing acts to close the outer extremity of thiscasing. A manually operable handle 222 is provided with a suitable shaft223 extending axially through the closure plate 22L A planet gearcarrier 224 is provided with a hub 225, pin connected to the shaft 223,and this planet gear carrier is equipped with axes 226 and planet gears221. A sun gear 229'is secured to the closure plate 22 I and istherefore held stationary with respect to the housing. The planet gears221, illustrated in Figures 4 and 7 of the drawings, engage this sungear 229 and also engage the internal ring gear 230, forming a part 'ofa rotatable shell 23I of a diameter equal to that of the sleeve 20%. Aspiral spring 232, illustrated in Figures 4 and 6 of the drawings, isanchored at its inner end 233 to the planet gear carrier 224, while atits outer end 238, this spring 232 is connected to the rotor I91.Thisspring 232 forms a resilient connection between the rotatable shell23I and the rotor I91 for movement in one direction. A projection 234.on the rotor l9leng'ages a. cooperable projection 235 to positivelyrotatethe two elements in unison when-the handle 222 is operatedin the opposite direction.

Thedisk 2I4 is provided with a paddle or vane 236, best illustrated inFigure 9 of the drawings, which substantially-fills the space betweenthe sleeve 206, the shell 23-I, and the outer housin 205. This vane 230extends from the disk 2I4 to the closure plate 22I so that when pressureis built'up on one side of the vane due to the volume of oil withinthehousing 205-, rotation of the disk 2I4 will be caused. The hub ZIB ofthe disk 214 is provided with worm teeth 231 which are designed toengage the gear 239 mounted on the end of the rotary control valve 240.Thus operation of the controlvalve240 is caused by rotation of the disk2 I4, which in turn is rotated by oil pressure acting against the vane236. mounted thereupon. A spring 238 returns the disk 2 M- to startingposition when pressure againstvane 236-is released.

The exhaustpassage from the control device is provided through. openings241 in the disk 214, allowingthe fluidv to-flow through the outletpassage 242, about the hub 2"), and throughv the passage 243 around theshaft 220 leading" into the oil reservoir within the casing I0; It willtherefore be obvious that oil may escapefrom the interior of the rotorshell 2-02 and accord ingly from the interior of the rotary sleeve 23iI,which abuts against the rotor I91, and. which has no end wall topreventuthe flow ofifluid to the exhaust.

An aperture 244 is provided in the shell 23I through which, hydraulicfluitdmay flow. The position of this aperture 244 is regulated byrotation of the control handle 222forthe purpose which will behereinafter set forth. The; shell 23I' is held in adjusted position.bythe ball detent 245 which is urged into one of a series of angularlyspaced indentations. in. the sleeve .23I by aspring 246.

Connected to the pressure passage I86 leading rotating the shaft 250,and accordingly the but,-

terfly valve 249. This arm 25I is connected by anysuitable means to theaccelerator of the en,- gine to which the transmission is mounted. As aresult the butterfly valve 249 is closed at idling speeds of the motorand gradually opens to exhaust some ofthe oil being pumped by the pumpI11 which isdiverted backto the reservoir through the passage 241, andthe amount of oil thus by-passed increases as the speed of the engineincreases. This prevents the building up of an excessive volume of oilwithin the control casing. The pressure of the oil in chamber I38. isregulated by the foot accelerator, so that the more the accelerator isopen, the slower willbe rotation of the vane 2,36, and the slowerwill bethespeed change in the transmission. When valve 249 remains stationary,the speed change increases while the engine slows until a balance isreached.

, Having now described the construction of the manually controlled meansused for controlling the engine, we will now explain'the operation ofthis control. It will be understood that the purpose of the control isto regulate the position oi. the control valve 240, which controls thehydraulic fluid pressure to' the various clutches- 17 and brakes. Thevarious passages from the control valve 240 will be later described indetail.

When the drive shaft starts to rotate, the hub 23 starts to revolve andthe worm gear teeth I14 act to drive the gear I15 on'the shaft I16; Thepump IT! is then setin motion pumping oil from within the casing I tothe pressure chamber I82 which acts to build up pressure in thispressure chamber. When the pressure reaches a predetermined maximum, thevalve I 83 opens, allowing oil to flow into the passage I86. If theengine is rotated at an idling speed, sufiicient oil will by-pass pastthe butterfly valve I9I to prevent high pressure from being built upwithin the control. Oil passing through the passage I86 is com municatedthrough the opening 200 in the hollow shaft I96 and through the passage20 I. This oil may flow back through the openings 2I0 and 2 into theinterior of the shell 202, from which position it may escape through theopenings MI in the disk 2I4, then passing through passages 242 and 243to the reservoir. Obviously in this neutral position or setting of thecontrol illustrated in Figure 9 the control valve 240 will not beoperated.

Let us first consider that 'themanual control handle 222 is rotated in acounter-clockwise direction until the handle indicates reverse. In suchan instance the projection 235 on the planet gear carrier 224 strikesthe projection 234 on the rotor I91, rotating this rotor until thepassage 20I communicates solely with the opening 2 I0 in the shell 203.If the engine remains at idling speeds insuflicient pressure will bebuilt up to actuate the control. However, during this rotation of thecontrol handle 222 the shell 23I is rotated so that the opening 244 isin a slightly counter-clockwise direction from the vane 236. Thereforeas the speed of the engine is increased, hydraulic fluid under pressurewill be forced through the passage 20I and into the space between therotatable shells 206 and 23I, and the outer casing 205 to the left ofthe partition wall 201, as viewed in Figure 9 of the drawings. Thispressure may only escape through the opening 2 or through the aperture244 in the shell 23I. As neither of these openings is uncovered in thestarting position of the vane 236, the disk 2 I4 is rotated by pressureagainst the vane 236 in a counter-clockwise direction until the vanepasses a portion of the opening 244, whereupon the fluid pressure mayescape to the reservoir by passing through the interior of the shells202 and 23I in the manner which has been described. This rotation of thedisk 2 I4 acts through the gear teeth 23! and the gear 239 to rotate thevalve 240 so as to apply the proper brakes and clutches to cause areverse motion of the drive shaft I5.

Let us now say for example, that it is desired to rotate the shaft I5 inthe lowest or first forward speed. The control handle 222 is rotated ina clockwise direction until first forward speed is indicated. Clockwiserotation of the control handle 222 acts through the planet gear systemdescribed to rotate the'shell 23I in a clockwise direction. Tension isalso exerted on the spring 232 to rotate the rotor I91 into its otherextreme position. Accordingly the passage 20I is rotated out ofcommunication with the opening 2 I 0 in the sleeve 206 and intocommunication with the opening 2 II in this sleeve. If the engine istravelling at idling speed, suificient pressure will not be built up tooperatethe control. Upon increasing the speed of the engine, "however,pressure is.

built up which issues through the passage 20'I 18 and through theopening 2II to exert pressure against the vane 236, tending to rotatethis vane, and the disk 2 I 4 to which it is secured, in a clockwisedirection, as viewed in Figure 9.

In first forward speed the opening 244 in the shell 23I is positioned ina clockwise direction from the vane 236. Thus in order to escape throughthis opening 244 to the exhaust the disk 2I4 is rotated in a, clockwisedirection until the vane 236 passes a portion of the opening 244,allowing the hydraulic fluid to exhaust. Therefore, as long assufficient speed is maintained in the driving unit the driveshaft willbe rotated at first or lowest speed. For each successive forward speedof the drive shaft from a lowest or first speed to seventh or superover-drive speed, the shell 23I is rotated a greater extent so that thevane 236 must rotate a greater distance to uncover this exhaust opening.Therefore, the speed at which the manual control handle is setdetermines the maximum speed ratio which may be attained for any settingof the control handle, the vane 236 rotating the disk H4 and the gear231 on the hub thereof, to rotate the gear 239 and the control valve240. However, in order to attain this speed the transmission must passthrough each of the lower speed ratios, as the vane 236 slowly revolvesto its maximum position according to the setting of the control handle222. Accordingly, if it is desired to drive the driven shaft at thehighest speed attainable, de pending upon torque and engine speed, it isonly necessary to move the control handle to its extreme position toindicate seventh speed 01'' super over-drive position. Then as the speedof the engine increases the vane 236 will successively pass through eachof the first seven speeds until this vane finally reaches superover-drive position, whereupon additional hydraulic fluid pumped willby-pass through the exhaust opening 244. Accordingly when set at anmaximum speed ratio the transmission will automatically and successivelypass through the various lower speed ratios until either the highestspeed ratio is attained or until an intermediate speed ratio isattained, which is the greatest which can be attained for the enginespeed and torque relation.

As has been previously explained, the fluid passes through the valve I83and into the volume fiow chamber I95. This chamber I95, as bestillustrated in Figure 9, is connected by a passage 252 which leads tothe end of the control valve 240. The control valv 240 is hollow, havinga passageway 253 passing lengthwise through the same.

are of larger diameter than the intermediate connecting portions 259,260, and 26L The larger diameter portions 254 through 25! fit closelywithin the valve cylinder 262 which forms a part of the casing I0.Various passages are formed from the axial assage 253 to variousportions of the control mechanism in order to actuate these cooperatingparts. .A cylinder 263 extends parallel to and adjacent the controlvalve cylinder 262. As best illuse trated in Figures 1, 3, and 9 of thedrawings, this control cylinder 263 is divided into three longitudinallyspaced separate cylinders. The first of these cylinders 264 is separatedfrom the pres-' sure chamber I82 by means of an end wall 265' and isseparated from the second aligned cylinder 266 b a partition wall 261.

cylinder 266'is separated from the next aligned The control valve 240 isprovided with. four valve portions 254, 255, 256, and 251, which.

Similarly the? 19 cylinder 269 by thepartitionwall. 219.. The other endof the cylinder 269 is provided with an end wall 211.

A piston valve 212 is slidably positioned. within the first cylinder 264and is normally held in one extreme position by means of a spring 213.In preferred form the piston valve 212 is hollow so as to require aminimum amount of weight. A boss 214 on the end of the piston valve 212engages the partition wall 261 in extreme position of the piston valve,thereby leaving a small space 215 between the end of the piston valve212 and the Wall 261. The cylinder 266 is provided with a piston valve216 therein which is normally urged in. one extreme position by a spring211. A boss 219 on the piston valve 216 spaces this valve from the wall261 in extreme position thereof. The cylinder 269 is provided with apiston valve 289 which is urged into one extreme position by the spring28I. A boss 282 on the piston valve 289 prevents this piston valve fromengaging against the wall 219 in extreme position.

A passage 283 connects the left hand end of the cylinder 264 to thecontrol valve cylinder 262 at a point opposite the enlarged portion 255of the control valve 2&9. The right hand end of the cylinder 264 isconnected by a passage 284 toan exhaust pressure passage 285 extendingparallel the axes of the cylinders 263 and 262. Thus the right hand endof the cylinder 263 always communicates with the exhaust passage whilethe left hand end of the cylinder may, upon proper operation of thecontrol valve 249, be subject to pressure.

The right hand end of the cylinder 266 is provided with a passage 236which communicates with the valve cylinder 262 opposite the enlargedportion 255 of the control valve 249. The space 281 encircling the smalldiameter portion 269 is connected to the exhaust passage 285 by thepassage 289. The left hand end of the cylinder 26.6 is connected by apassage 299 to the valve cyl-. inder 262 opposite the enlarged diameterportion 256 of the control valve 249. Thus either end of the cylinder264 may be subjectto pres-.

sure depending upon the position. of the control valve 249.

' A passage 29E connects the right hand end of the cylinder 269 to thecontrol valve cylinder 262, opposite the enlarged diameter portion 256.of the valve 249. the left hand end of the cylinder 269 to the controlvalve cylinder 262 opposite the enlarged diameter portion 251 of thevalve 249. The space 293 encirclin the small diameter portion 261 of thecontrol valve 249 is connected to the exhaust pressure passage 285by apassage 294. V t

In Figures 2 and 3 of the drawingsit will be,

noted that a passage 295 extends through thethat are in communicationwith the passage 253.

through the control valve. In other angular positions of the controlvalve, slots communicate with A similar passage 2.92 connects 29 the ac2 and t!!! en ir l the-smel diameter portions. 260, 2-51;; 1 1v 1 5 reent n of the valve 2,49.1 Th us atall times when-the passages 284, 21x3,296, 2 90., 29L, 2.9;, and. 299 are not in communication with, theradially-ex; tending openings through; he valve, they are communicationwith one of the spaces such-as" 281, 293, or 399. These spacesrespectivelytare connected to the exhaust passage 2 95 through,exhaustfpassages 299, 2,94, and 391,.

The end 392 of the control; valve 246 is also of reduced diameter andthe space 393 encircling the same communicates with the exhaust pres:sure passag 285 through a passage 399. Thus all of the spacesencircling, the small diameter portions of the valve 249 are connectedto the exhaust. The arrangementof. the pressure open: ings and exhaustopenings in the valve 249 is, best illustrated in Figure 13 otthedrawings. -It will be noted that, five pressure passages 395 areprovided in the large diameter 130113011 251? of the valve 249 which,invarious rotative positions of this valve, communicates with thepassage 299 so as to permit pressure to. enter the-pas,- sage 299 whichcontrols the position of the valve. 13. It will alsobe noted. that fours1ot 396 are provided in this -large: diameter portion 251;communicating with the space 393;:eneirclingthd small diameter end 392of the-valve 249, which: is connected to the exhaust passage285..Similarly in the large diameterportion 251' of the. valve 249, threeangularly. spaced radially extending passages 691 are provided whichmay,

communicate with the passage 292 at the left hand end of the cylinder269, Likewise six slots,

" 399 are provided in the large diameter portionv communicate with thespace 293 encircling the 251 which communicates with the space 293 en:-circling the small diameter portion 26L of the, valve 249. As a, resultin three rotative positions of the valve 391, pressure will becommunicated to the lefthand end of the cylinder 269,

while in all other rotative positions of the valve, the passage 292-will be incommunication with,

the exhaust. a v

The large portion256 of the valve 249-is prof vided with two angularlyspaced radially extending passages 3I9 which register with the passage29! in two diiferent-rotative positions of the valve 249. In; sevenother rotative posi-.- tions of the valve, slots 3| 1 are providedwhich.

small diameter portion 26! oi? the valve. Therefore, when the valve 249is in two different r0.- tative positions, pressure; will becommunicatedto the left hand end-ofthe cylinder 269, whereas in all other rotativepositions thereof, the;

passage 292 is communicatedfwiththe exhaust,

The ar e i me er-'nQI n-Z B f. thevalve: 240 is likewise provided withthree spaced radially extending passages 312 communicatingwith thepressure passage; 253 eXtendlng axially of the valve so that in threerotat-ive positions of the valve, these passagesv 312, maycommunicatewiththe passage 29,9,at, the. left hand end or the cylinder266. Six slots 1313 are likewise provided in the enlarged portion 256;so that when thevalve'is at any other rotative position the passage 299will communicate with the exhaust through the. space 281.

The enlarged portion255of the valve 249 is provided with a pair, of'radiallyfextendin open- 21 286 to the space 281 which in turn isconnected to the exhaust passage 285.

The enlarged portion 255 of the valve 240 is also provided with threeradially extending passages 3 I 6 therethrough which connect thepressure passage through the valve to the passage 283 leading to theleft hand end of the cylinder 263 in three different rotative positionsof the valve 240. In all other positions of the valve the passage 283 isconnected to the space 399, and therefore to the exhaust passage throughangularly spaced slots 3I'I in the large diameter portion 255.

In summing up the description of the control valve 249 it will beobvious that the passage 299 is either in communication with pressure orwith exhaust through the passage 304. The passage 292 is likewise alwayseither in communication with pressure or exhaust by way of the passage309. Similarly the passage 29I is either subjected to pressure or toexhaust through the passage 294. The passage 299 is either subjected topressure or to exhaust through the passage 289. The passage 286 iseither subjected to pressure, or else is subjected to exhaust throughthe passage 289. The passage 283 similarly is either subjected topressure or to exhaust through the passage 30L 7 When a reverse speed isdesired, it is necessary that the valve 73 remain closed so that theclutch R remains engaged and so that the brake D be engaged. Accordinglyin reverse position pressure from the interior of the control valveiscommunicated only through the passage 3I4 to the passage 286. Pressurein the passage 286 creates pressure on the right hand side of the piston216 which forces this piston to the left, as viewed in Figures 1 and 3.Accordingly the piston valve 216 closes the passages I29 of the brakeunit D.

At the same time the vanes II will be forced outwardl by the fluidpressure passing through the passage 3I9 and the passage 329 and intothe opening I43 for creating pressure upon the inner end of the vanes II5. At the same time the pressure leaving from the passage way 3I9through I,I8 forces the plungers I2I to disengage the vane I15. Thiswill create a pressure between the pistons 216 and the vanes H5 andretard the rotor I96to a standstill.

. As noted in Figure 3 of the drawings, the right hand end of thecylinder 266 is connected by a passage 3I9 and by the passage 326 to theright endof the groove I 49 in which the valve MI is located. Thispressure is transmitted through the radially extending opening 32I,leading to the area between the cam I99 and the inner surface I39 of therotor I06, for the purpose of oreating a pressure on the inner ends ofthe vanes II5,and at the same time the pressure from the passage 3I9enters the passage II8 to retract the plungers I2 I, allowing outwardmovement of the vanes I I5 in the rotor I96. As the oil is thus forcedto travel through the passageway I29, it is intercepted by the piston216. This will retard rotation of the rotor I96 as the oil pressure isbuilt up against the outwardends of the vanes I I5, thus locking thebrake D.

, When a neutral speed is desired the control valve 249 may be rotatedso that all of the various passages are communicated with the exhaust,and none of the clutches or brakes is engaged with the exception of thenormally engaged reversing clutch R. No movement is transmitted from thedrive shaft to the driven shaft when the control valve is in thisposition.

When a first forward speed is desired, the com trol valve 240 is turnedso that pressure is, directed through the opening 3 I 6 to the passage283, leading to the left hand end of the cylinder 264. This action tendsto force the piston 212 to the right, thereby closing the passages 322noted in Figures 3 and 12. Before the piston 212 has closed the passages322, the vanes are released by the points 92 in the aperture 93 of thesaid vanes. Oil pressure passes through the passageway 96, groove 98,and passage 99 against the plunger 9|, compressing the spring 94. Thesprings 84 will then force the vanes outwardly into the space or pockets81. Thus the oil flow created by the vanes 95 will be intercepted by thepiston 272 which in turn will bring the rotor 83 to a standstill.Accordingly in the manner which has been described the vanes 85 will bestopped from rotation with respect to the casing section I6.

In order to provide a second forward speed, the brake A is released andthe brake B is engaged. The clutch R which is normally engaged remainsengaged in this speed. The brake B is engaged by oil pressure passingthrough openings 3H] in the valve 249, which leads to the passage 29I atthe right end of the cylinder 269. Pressure at the right hand end of thecylinder 299 acts through the passage 323 and 324 to enter the grooveI6I in which the valve I62 is located. This pressure passes through theopening I64 to the space between the cam I99 and the rotor I52 to urgethe vanes I65 outwardly. Pressure also acts through the passages I I8adjacent the vanes [65 to retract the corresponding plungers IZI and torelease the vanes I65 for movement outwardly into engagement with thecam surface I69 of the casing section l9. Simultaneously the piston 299is forced to the left, closing the passage I6? and therefore stoppingrotation of the vanes I65 with respect to the casing section 79. As aresult the sun gear 42 is held from rotation, providing a second forwardspeed as has been previously de-' scribed.

In the remaining five speeds the clutch R is continuously disengaged.This is accomplished by communicating oil from the passage 259 in thevalve 249, through the valve port 395, the passages 299, 297, 296, and295 to the passage I5 communicating with the valve chamber I2 of thevalve I3. This pressure forces the valve '13 to the left, opening apassage Ii, whereupon the oil under pressure is forced into the pockets65 (see Figure 11) forming a part of the clutch R. This pressure forcesthe blades 69 inwardly, hold-' ing the same retracted and therebypermitting free rotation of the rotor 49 with respect to th enclosingcasing flange I4.

In order to produce the third speed the clutch R is disengaged as hasbeen pointed out, the brake B remains engaged and clutch-E is en gaged.In order to accomplish this result hydraulic liquid under pressureissues through the passage 3I2 in the control valve 299 which is at thistime in engagement with the opening 299 extending to the left hand endof the cylinder 269. This pressure holds the piston 276' in the righthand position illustrated in the drawings and at the same time thisfluid pressure passes through the opening I29 in a manner to force theblades H5 inwardly. Simultaneously, pressure is transmitted throughpassages I29 and H8, retracting the cooperable plungers I2! to releasethe vanes for inward movement. Pressure is also transmitted through thepassage 23 "[28 to the left end :or the valve l il, closing the by-passpassage 1-53 in'the cam 4 69. a result the v'anes flfiengagethe surfaceof the cam Hi9, looking the rotor ["06 from rotation with respectthereto.

As the cam .l'ilH rotates in unison with the rotor 452 of the -brake B,the locking -of the :brake 'B therefore acts to lock the earn 1519 fromrotation. As :the rotor 106 is locked with respect to the earn 189, thisrotor .is also :held :from'rotation. .As aresult both the sun gears '42and 53 are held from rotation.

To produce the fourth forward speed, the clutch *E :rem'ains engaged andthebrake A is likewise-engaged. The engagementof the-brake A isaccomplished in :the manner which has been .described .by rotating thevalve 2 5i? until the :opening 3% is in registry with the opening283,:forcing hydraulic fluid through the passage 283 in a manner toforce the piston 212 to the right send, .simultaneously closing thepassages mitted through passage 1268 to the left end of the .valve I62,which moves to close the by-gpass passages through :the cam .149.Pressure isalso transmitted through passages 26% and lit to retract thecooperable p-lungers l-Zl to release the'vanes #65 for inward-movement.The vanes [65 lock the rotor 1-52 with respect to the :cam M9 sothat therotor and :cam rotate in unison. Howevenas the cam .ldQis secured:tothedriven shaft :the rotor T52 is locked for rotation :therewithalso. The manner in which :the clutch E is locked has been described indetail in connection with thecexplanation'of the third forward speed.

In the sixth forward :speed the clutch R .remains released and clutch 1Cand brake A are engaged in :the manner described. For a seventhiorwardspeed clutch R still remains disengaged andclutch-Ciand brake-D areengaged in thema-nner which has been described.

In .the operation of the various .ClLltCllfiS and brakesthe arrangementis such that the vanes engage the proper cam surface before the bypass'valve closing the by-pass between rotor pockets .is closed. For examplein. brake A, the spring 213 i stronger'than the -,spring urging theplunger 9] into locking position. As a result the plunger 9! disengagesthe vanes for outward movement before the piston 2T2 moves to'the rightas viewed in Figure 3 to close the bypass passage between 'thegpockets:3252. This action retards and cushions the stopping of the rotor v83relative to its casing it. further cushion is provided b the air chamberwithin the rotor 83. j

The brakes B and D operate similarly to the brake A with theexceptionthat hydraulic pres" sure rather than spring pressure acts to urge thevanes outwardly. Pressure introduced at theright end of cylinder .239first passes through passages 32-3 and H8 to disengage thecorrespondingaplunger 1 2: from the vane to release the vane ..foroutward movemnt. The pressure steama) 2 4 also simultaneously "passesthrough the passages 323, 324, valve chamber F6 l-andpassages Hi l toexert outward pressure on the vanes 1-65.

Subsequently, spring 28! is contracted and piston 28%] moves to theleft, closing passages 16-7. The stopping of the-rotor 152 is thuscushioned land is further cushioned by the air chambers I 32,

The brake "D operates in an identical manner with brake B. The plungers1-21 holding vanes Hi? from outward movement are first retracted bypressure through passages SI?! and 118. Simultaneously, pressure passingthrough passages M9 and 329, .valve'chamber Hit and .passages M3 urgethe vanes outwardly. The pistons 21 6 then move to the left as =-viewedin Figure .13, gradually closing by-pass passages l-Z9 and thus:cushion'ing "the stopping of the motor 1'96. The air chambers -l=32within the rotor further cushion this stopping. The clutches C :andEalso operate similarly. Pressure '-f-rom the lei t :end or icylinder 259acts through passages .2-58 and H18 to retract the plunger 1-21 torelease the avane it'd-for inward movement. Simultaneouslyapressure actsthrough passages 1 61 to :urge .the blade inwardly. Pressuresubsequently acts through pas-sage 268 to gradually close the valve [62,to cushion the looking. the rotor #52. The airchamberMS-also assiststhis action.

Pressure in the left end of cylinder 268 is transmitted through passages"i 28 and i l8 to retract the pcooperable plunger i'2 l holding thevanes Hi5 frominward movement. -Simultaneously gpressureathroughpassages 1'29 acts to :urge the Names .iinwardly. Subsequently, pressurethrough passage r28 urges the -.valve I41 to the right, graduallyclosing this valve. The stopping 101? :the "rotor .186 .is .furthercushioned ;.by the rair chamber l M6 within the rotor 1116.

Figure '10,illustrates.diagrammatically the inner surfaceof each of :thevcylinders 1284, 2GB, or 269. Thesurface-of each :ofithese cylinders isgrooved with grooves 332.5, :shaped substantially as illustrated ;so .asto equalize :pressure on opposite sides of the ,pistons within thecylinders and thereiore .to .prevent'ithese pistons from bindingagainst-the wall and being .diflicult to slide.

In accordance with the patent statutes, we have described the principlesof construction and -operationof ourhydraulic-transmission control, andwhile we have endeavored to set forth the best embodiments-thereof,wedesire to have it understood that obvious schanges mayhemade withinthe scope of the following claims without depart ing' from thespirit ofour invention.

What claime'dis: I a

'l.-A:'brake device 'comprisinga rotor, project-'- able vane meanscarried-bysaid rotor, a casing having a cam-shaped inner casing wall,plunger means normallyengaging said vane means to'hold said vane-meanslocked from outward movement with respect to said rotor, said plungermeans being retractable, hydraulic means for retracting said-plungermeans-said rotor having a passage therethrough whiCh-is-hormally closedby said plunger means, and-which isoperable upon retraction of saidplunger means to convey hydraulic pressureinteriorly of said vane meansto urge said vane means outwardly.

.2. .A clutch :device comprising :a rotor, projectable vane meanscarried by said rotor, a cam within said rotor against which said-vanemeans may engage'when said-vane means are projected inwardly, plungermeans normally locking "said 25"; vane means from inwardmovement,hydraulic means for retracting said plunger means to .permit inwardmovement of said vane means, said rotor includinga passage normallyclosed by said plunger and conducting fluid under pressure outwardly ofsaid vane means when said plunger is retracted to'urge said vane meansinwardly.

3. A clutchand brake device comprising a rotor,-a projectable vane meanscarried by'said rotor, cam means against which said vane means areprojectable, spaced pockets formed between said rotor and said cammeans, a by-pass connecting adjacent pockets, normally open valve meansin said by-pass, means for normally lockingvv Said vane means againstprojection, and hydraulic means operable first to disengage said lockingmeans, secondly to project said vane means against said cam'means; andthirdly to close said valve means.

4. A brake device comprising a rotor, projectable and retractable vanescarried thereby, a rotor casing having inner wall portions positionedclosely adjacent said rotor, a pocket in said casing between saidportions, a pressure passage in said casing from said pocket, said vanesbeing operable, upon rotation of said rotor relative to said casing, tobuild up hydraulic pressure in said pocket forwardly thereof, andpneumatic cushion chambers, formed in said rotor, and each communicatingwith a corresponding space between two successive vanes and between therotor and casing.

5. A clutch device comprising a hollow enclosing casing having asubstantially cylindrical inner surface, a cam within said casing androtatable with respect thereto, said cam having spaced came portionsextending closely adjacent said cylindrical surface, a pocket'formed bysaid cam between said cam portions, inwardly projectable vanes on saidcasing engageable against said cam upon relative rotation therebetween,and a separate air trapping compression chamber formed in said casingand in communication with said pocket.

6. A clutch device comprising a hollow enclosing casing having asubstantially cylindrical inner surface, a cam within said casing androtatable with respect thereto, said cam having spaced cam portionsextending closely adjacent said cylindrical surface, a pocket formedbysaid cam between said cam portions, inwardly projectable vanes on saidcasing engageable against said cam upon relative rotation therebetween,and a separate pneumatic cushion chamber in communication with saidpocket, said cushion chamber communicating with said pocket through saidcasing surface.

'7. A combined clutch and brake unit comprising an enclosing casinghaving an inner cam surface, a rotor within said casing, and a camwithin said rotor, and vane means carried by said rotor and projectableinwardly or outwardly therefrom, said vane means being engageable withsaid inner cam surface when projected outwardly and engageable againstsaid cam when projected inwardly.

8. A combined clutch and brake unit comprising an enclosing casinghaving an inner cam surface, a rotor within said casing, and a cam,

within said rotor, and vane means carried by said rotor and projectableinwardly or outwardly therefrom, said vane means being engageable withsaid inner cam s'urface when projected outwardly, and engageable againstsaid cam when projected inwardly, and selectively operab e 26 means forlocking said vane means from projecting outwardly.

9. A combined clutch and brake unit comprising an enclosing casinghavingan inner cam surface, a rotor within said casing, and a cam withinsaid rotor, and vane means carried by said rotor and projectableinwardly or outwardly therefrom, said vane means being engageable withsaid inner cam surface when projected outwardly, and engageable againstsaid cam when projected inwardly, said vane means bein virtuallycontained within the confines of said rotor when wardly, two'sets' oflatches one of which inhibits I vane projection inward, and th other ofwhich inhibits vane projection outward; means biasing said latches toengage, and fluid pressure operated means for disengaging either set oflatches at will.

11. A combined clutch and brake unit comprising a rotor havingsubstantially cylindrical inner and outer surfaces, a rotor casinghaving an inner wall provided With spaced portions fitting closelyadjacent said rotor outer surface, pockets intermediate said spacedportions, said pockets having intermediate arcuated portions andinclined cam wall portions at each end thereof, projectable vanesmounted in said rotor designed to extend into said pockets whenprojected, slots in said cam wall portions arranged to by-pass hydraulicfluid about said vanes when said inclined cam wall portions are beingtraversed thereby, a cam within said rotor, portions on said cam spacedclosely adjacent said inner rotor surface, said cam forming pocketsbetween said cam and said rotor intermediate said last named camportions, said last named pockets including arcuated intermediateportions and inclined cam portions at each end thereof, said vanes beingprojectable inwardly against said cam, and slots in said inclined camportions whereby pressure on both sides of said vanes is equalized whilesaid vanes are traversing said inclined cam portions.

12. A combined clutch and brake unit comprising a rotor havingsubstantially cylindrical inner and outer surfaces, a rotor casinghaving an inner wall provided with spaced portions fitting closelyadjacent said rotor outer surface, pockets intermediate said spacedportions, said pockets having intermediate arcuated portions andinclined cam wall portions at each end thereof, projectable vanesmounted in said rotor designed to extend into said pockets whenprojected, slots in said cam wall portions arranged to by-pass hydraulicfluid about said vanes when said inclined cam wall portions are beingtraversed thereby, by-pass means connecting said slots in adjacent camwall portions, a cam within said rotor, portions on said cam spacedclosely adjacent said inner rotor surface, said cam forming pocketsbetween said cam and said rotor intermediate said last named camportions, said last named pockets including arcuated intermediateportions and inclined cam portions at each end thereof, said vanes beingprojectable inwardly against said cam, and slots in said inclined camportions whereby pressure

